Fuel elevating system



B. s. AIKMAN FUEL ELEVATING SYSTEM `Jui); 1 3, 1931.

2 SheetsSheet 1 Filed Dec.

FROM CPAN/f CASEJ `Jgly 13, 1937. B. sQAlKMAN FUEL ELEVATING SYSTEM "l Filed new 2a, 193s` 2 Sheets-Sheet 2 Patented July 13, 1937 UNITED STATES PATENT OFFICE direct and mesne tors Corporation, of Delaware Application December 2 assignments, Detroit, Mich., a corporation to General Mos, 1933, Serial No. 104,236

Z2 Claims. (Cl. 1237-139) My invention relates to liquid elevating or pumping systems suitable for pumping fuel to internal combustion engines. The invention is not to be restricted to that particular use as certain aspects or features of the invention have general application.

In a motor car it is customary to carry the fuel in a low'level tank at the rear of the vehicle. There are several Areasons for this. Among others are less` danger to the occupants of the vehicles in case of accident; greater freedom of design; lower center of gravity; lesszdanger of leakage of fuel, etc. I

The elevation of fuel to the carburetor as needed has heretofore generally been performed in one of two ways, first, by use of an intermittently` operating vacuum tank, and, second, by an engine driven fuel pump usually of the diaphragm type. Other systems are known, but are not in wide use.

The chief diillculty with the vacuum tank method was the inability to lift fuel under wide open throttleon a steep hill. With the advent of down-draft carburetors, the vacuum tank System became practically unusable since sufficientQ head between the tank and the carburetor wasv not generally available.

The method now most generally used is a diaphragm pump of the reciprocating type mechanically driven from the\engine cam shaft. The fuel is raised to the pump by suction and delivered to the carburetor under pressure. While generally satisfactory, the system sometimes fails to deliver fuel. The causemost frequently encountered is air leakage into the fuel line between the fuel tank and the intake of the pump. In many cases under adverse conditions vapor lock in the' fuel line prevents delivery of fuel. This is a trouble to which an intermittent pumping effect, i. e., as by a reciprocating pump of small displacement, is peculiarly subject. Leakage of the pump valves, particularly the intake valve, is sometimes the cause of failure. Sometimes breakage of the diaphragm has resulted in dilution of the crank case oil. This may result in a crank case explosion,

I have conceived the desirability of `providing an improved system largely free of the defects above noted.

According to the preferred form of my invention, a continuous delivery pump is employed. This tends at once to avoid vapor lock in the suction line when the pump raises the fuel by suction.

Also, according to the preferred-embodiment i vaporize and of the invention I drive the pump by means of a fluid pressure motor operated by pressure difference created upon therotation of the crank Shaft. For example, suction of the intake manifold is suitable and preferable. Oil pressure or even 5 water pressure may optionally be utilized. Also,

if the vehicle be equipped with an air compressor, air pressure may be employed. By proportioning the effective areas of the motor element and the pump element, it is possible to secure 10 within limits any delivery pressure or suction that may be desired.

The pump is automatically operated at a rate which will provide just the required amount of fuel and no more. If the outlet of the pump 15 be completely closed the pump and motor will stall without creating any excessive stresses in any of the parts. By partial stalling any desired delivery may be secured. This is an important aspect of the invention, namely, that the speed of operation of the pump is controlled by the amount of fuel which it is permitted to deliver.

A further important aspect of the invention is the .provision of a continuous priming supply for t'che pump to avoid the necessity for the pump to 25 prime itself. To secure this advantage, I submerge the pump in a liquid fuel in a well which is ept full eithenby gravity cr by engine suction r other means. This feature of bringing a supilyof priming liquid to or ne'ar the pump, as well 30 as that of raising the fuel in two stages partly by engine Suction and partly by a mechanical pump or positive displacement is, I believe, broadly new independently of the particular form of pump employed.

According to one aspect of the invention, engine suction brings the liquid to the pump. This lift may be the minor part .of the total lift to `the carburetor. The pump then elevates the liquid the rest of the way, or the major part 40 of the way, under pressure. A particular advantage of this manner of operation, i. e., in two stages, is to reduce the degree of suction upon the liquid, and hence to reduce the tendency to form a vapor lock. .An advantage of using engine suction for this stage, i. e., the suction stage, is that the suction being continuous and not intermittent, will immediately break any vapor lock that tends to form.

In the preferred form of the invention, the first stage is accomplished by engine suction raising the fuel initially to a given point or level, the engine suction is also employed to voperate the motor which drives the pump. If desired, the

motor may be operated by any other fluid prcssure, or in fact, the pump may be driven mechanically from the engine as at present. When the pump is once primed, and in operation, lifting of fuel through the rst stage by engine suction is preferably discontinued, but this is optional. It may be employed continuously. For example, suction may raise the fuel to the pump and the pump may be operated by oil pressure or also by suction.

A further feature of theinvention is the provision of a pressure reducing valve at the delivery of the pump to avoid any tendency to vary the level of fuel in the float bowl of the carburetor by varying delivery pressure of the pump. 'I'his is optional within my invention.

A further feature of my invention is the provision of a" combination sump pit and sediment bowl. This'fltting is preferably made of glass. It may be removed to clean out the sediment. A highly useful indication of the operation of the system is given by the use of the glass bowl. So long as there is fuel in the main tank, the bowl will show fuel. If the engine stoppage is caused by the exhaustion of the fuel in the main tank, this is indicated by dropping of the level of fuel in the glass bowl.

There are numerous further features of novelty which will be apparent from the following detailed specification, drawings and claims.

Now, in order to acquaint those skilled in the art with the manner of constructing and practicing my invention, I shall describe, in connection with the accompanying drawings, a specic embodiment of my invention.

In the drawings:

Figure 1 is a diagram of a fuel feeding system embodying my invention;

Figure 2 is a vertical through the fluid pressure vation in Figure 1;

Figure 3 is a horizontal cross section through the fluid pressure motor taken on the line 3-3 of Figure 2;

Figure 4 is a similar view, taken through the pump on line 1 4 of Figure 2;

Figure 5 is a horizontal section taken through the pressure reducing valve on line 5 5 of Figure 2;

Figure 6 is a horizontal section on an enlarged scale of the detail of the float valve mounting;

Figure 7 is a sectional view of a detail for securing a modified action of the system; and

Figure 8 is a cross section, similar to Figure 3, of a modified form of the invention.

Figure 9 is a view in side elevation of a modifled form.

Referring first to the diagram of Figure 1, the pump and motor unit I which constitutes the preferred embodiment of my invention is connected by suction pipe 2 to the main fuel supply tank 3 which tank is preferably disposed at a low level at the rear of the automobile to which the invention is applied. The suction pipe extends from or near the bottom of tank 3 to the unit I where the pipe 2 makes connection with a threaded pipe socket 4 (see Figure 2). livery pipe 5 leading to the float chamber 3 where communication between pipe 5 and chamber 3 is controlled by float valve 1. The pipe 5 connectsv with the unit by means of lthreaded pipe socket 3 (see Figure 2). The delivery pipe 5 and valve I may if preferred be liquid sealed by the liquid in float chamber 3 byv disposing valve 'I at the bottom of chamber 3 and operat- Ing the valve by a lever or pair of levers. Such longitudinal section pump shown in ele- The unit has a fuel destructure is old and has long been employed in Zenith and "Stromberg carburetors, and, by itself, forms no novel part of my present invention. When so arranged the drawing of liquid or air back through the rotary pump by suction of the engine will be prevented. 'I'he ports of the pump are so arranged that no open passageway through the pump exists.

The unit I further has connection by pipe 9 with the intake pipe or manifold I0 of the internal combustion engine (not shown). The pipe 9 is connected to the unit I through the threaded pipe socket I3 (see Figure 2).

The carburetor I2 which supplies mixture to intake manifold I0' is shown as a downdraft carburetor. The carburetor is no part of the present invention. Neither is the intake manifold as such. It is merely a convenient source of suction and if the engine has other means of producing suction such as an engine driven pump the latter source of suction may be employed.

Suction .may be employed also to operate the motor element (see Figure 2) and to that end I have provided a branch pipe I5 from suction pipe 9. 'I'his branch pipe I5 connects with unit I through threaded pipe socket I6 (see Figure 3).

Air for operating the motor element is admitted through pipe Il, preferably from the crank case because that avoids dust and also.

provides lubricant which is in the form of a mist or vapor that is drawn through the motor and helps keep it tight and free running. The pipe I1 connects to unit I through threaded pipe socket I8 (see Figure 3).

In the use of my invention the unit I is placed adjacent the engine and preferably as low as possible so the suction lif-t from tank 3 will be a. minimum. The portion of the lift from unit I to carburetor float chamber 6 is the greater part of the total. This is under positive pressure above atmosphere. Even though pipe 5 runs along the engine and may be considerably heated by the engine no vapor lock which would interfere with operation can possibly occur.

Considering now in detail the construction of the fuel elevating mechanism, the fuel pump unit includes a sump formed by the cup-shaped member 20, which has its upper peripheral edge engaging an annular shoulder formed on the housing or head I4, there preferably being a. gasket member 2| interposed therebetween to provide a fluid-tight seal between the cup-shaped member and the housing. 'I'he member 20 is supported in position by means of a wire bail 22 of any usual construction, which is and which engages under the lower end of the member 20 in the usual manner. Preferably the member 2l) is formed of transparent material, such as glass or the like, in order to provide an indication of the system. So long as there is fuel in the main supply tank 3, the bowl or sump will contain fuel. If stoppage of the engine is caused by exhaustion of fuel in the main tank, this is correspondingly indicated by the dropping of the level of fuel in the glass bowl.

The space in the bowl 20 which can be occupied by liquid forms an intake trap to retain liquid for priming the pump and for sealing the intake thereof normally against the entry of air.

The level of the fuel within the bowl 20 is controlled by means of `a float valve 23 of any preferred construction, this float valve being pivotally mounted within the sump on the pivot pin 24, which pin extends through a projecting porwhich defines a pastion 25 of the housing I4,

pivoted in the housing I4 sageway 26 through which fuel from the supply line 2 is admitted into the sump. VThe float 23 rs also provided with an extending valve member 21, which is pivotally mounted therein by means of the pin 28 shown in Figure 2, and which is adapted to have seating engagement .with the `valve seat 29 formed in the housing I4.

The valve seat 29'is disposed in a passageway which communicates with the interior of the sump,and which, at a, point posterior to `the l valve seat, communicates with the passageway 30 formed in the housing I4, drilled in the housing and suitable closure member 3I at the outer end thereof. The passage-way communicates with the socket opening I3 through a valve opening controlled by the ball check valve 32. The check valve 32 has a limited rangeof movement defined by the stop pin 33 and the valve seat.`

Liquid is supplied tothe sump by the suction this passageway being then provided with a i in the intake manifold I0 of the engine, this suction being effective through the conduitl 9 and the ball check valve 32 to effect withdrawal of air from the interior of the sump. The withdrawal of this air producesa negative pressure within the sump, whichis effective through the passageway 26 and the conduit 2 to draw liquid from the tank 3 through the conduit 2` land passageway 26 into the sump, the liquid in the tank 3 being under atmospheric pressure. As the level of liquid rises, the float 23 correspondingly rises, and when the desired level of fuel is obtained within the sump, the valve member 21 engages the valve `seat2fl to close off the passageway 30, and no more liquid is then withdrawn from the tank 3. As the level falls, the float 23 correspondingly falls, uncovering the valve 29 and providing, by suction effected inthe intake manifold of the engine, fo'r again drawing fuel from the tank and through the conduit `2 to the sump. After the sump 20 is once filled-by engine suction it will normally continue to remain filled because the lowering of thelevel in sumpl 2D by action of the pump will pull more liquid' through the intake pipe. If any leakage inthe suction pipeV or connections occurs, the engine suction is brought into play tov ensure a supply of fuel in the sump 20 from which the pump takes liquid. i l

In Figures 6 and '1 I` have shown a modified form of fluid level control for the sump 20, in which a substantially lost motion connection is provided between the float 23 and the valve member which controls the intake suction eective to draw fuel into the sum `In this modiiication, the valve member 21'Y is provided with a reduced end portion 28 extending through an opening formed in the float 23. The extending end 28' of the valve member is of smaller diameter than the valve member 21', and at the face of the float will bear against the `member 35 to move the valve member 21' upwardly into engagement with the seat 29.` However, upon the lower surface of the float 23 is provided a second washer member 36, which is freely movable with respect to the stem 28'. At the lower end of the stem, a cross pin 31 or the like is provided, and between the pin 31 and the washer 36 a spring member 38 is provided encircling the end 28 of the valve member. `Upon downward movement of the float due to falling level of fuel within the sump, the float will tend to force the washer 36 downwardly against the pressurevof the spring 38, and a slight lowering of the level of the fuel will not result in unseating of the valve member 21 with respect to the valve seat 29, since the suction effect through the conduit 5 and the passageway` 36 will retain the valve member in engagement with the seatuntil `the float has dropped a sufficient distance so that the spring pressure will overcome this suction and uncover the valve opening29. Thus the valve member will not be subjected to fluttering due to small variationsV of the level of fuel within `the sump, while positive means will still be provided for maintaining the level of fuel within the sump at a predetermined point. It is thus apparent that a self-priming fuel `elevating mechanism is provided, whereby any rotation of the engine crankshaft will result in drawing fuel from the supply tank into the sump, serving to provide a source of priming fuel for the pump independently of operation of the pump.

Considering'now in detail the pumping or elevating mechanism, this mechanism is carried by the housing I4, and'is entirely supported thereby within the sump. At its lower or depending end;` the housing I4 is provided with a downwardly extending cup-shaped portion 40 defining a substantially cylindrical opening or pump chamber which is enclosed by means yof the cap member 4I, secured to the housing by means of the cap screws 42, or in any other suitable manner. I preferably provide a screen or filter member 43, secured in engagement in a recessed portion of the cap member 4I, to prevent foreign material, such as sediment or the like, which may be present inthe fuel being supplied to the sump, from entering into the pumping chamber.

The inlet to this chamber is indicated at 44 in Figure 2, and communicates with the pump chamr 45 indicated in Figure 4. The pump chamber 45 is cylindrical in shape, and has disposed therein the eccentric rotating collar 46, which is mounted upon the shaft 41 connected to the pumping motor. The shaft 41, as shown in Figure 2, is provided with a groove cent its end. This groove communicates with the spaces back of the vanes --5I so that the vanes may move in and out freely. The colla-r or pump cylinder 46 is provided with a pair of oppositely disposed vanes 50 and 5I, which vanes are radially movable with respect to the shaft 4T by means of the spring members 52, having sliding movement within suitable slots formed in the collar 46.

The shaft 41 is adapted to rotate in a counterclockwise direction, as viewed in Figure 4, and the vanes Eiland 5I are adapted to force liquid entering the inlet 44 around through the pumping cylinder or chamber 45 tothe fuel outlet 53 formed at the. opposite side of the pump housing 40. The outlet 53`communicates through passageway 54 with an enlarged chamber 55, shown in detail in Figure 5, formed in an offset portion of the housing I4. The end of the chamber 55 is closed by'means of the plug member 56, andabutting against this plug member 56 is a valve member 51 which is normally urged toward open position with respect to the valve seat 58 by means of the spring member59.

The valve member 51 extends through the valve passageway formed by the valve seat 58, and has threaded into the end thereof the piston 60, which is reciprocatory within the .cylinder 8| formed in the offset portion of the housing. The fuel passing through passageway 54 into chamber 55 passes through the valve 58 into the head end portion of the cylinder 6| and upwardly through the passageway 62 to a point adjacent the socket opening 8, where the passageway 62 communicates with a second passageway 63 drilled in the upper portion of the housing I4, which in turn communicates through the pipe or conduit 5 with the float chamber 6 of the carburetor.

This valve mechanism 55-60 is a pressure control or reducing valve to hold the delivery pressure upon the valve 1 substantially constant. If the pressure of the fuel delivered to the valve were allowed to increase as, for example, on decreased rate of fuel consumption, the level of liquid in the float chamber 6 `would have to rise to provide the necessary floatation power or pressure on valve 1. By the use of the pressure reducing valve the level in float chamber 6 may be maintained very closely. The use of this pressure control valve is optional, as the system will operate without it.

It is thus apparent that the rotary pump 46, with the varies 50 and 5|, will positively force fluid from the inlet 44 at the lower end of the sump through the pump and through the valve 58 into the conduit 5 to the float chamber 6 of the carburetor. Because of the construction of the pump, the suction effective behind the moving vane5|l will draw fuel from the sump through the inlet opening 44 into the cylinder or pumping chamber 45, which fuel will be forced out through the outlet 53 by means of the next successive vane passing the inlet opening.

Due to the construction described and the action of the float valve 1 in the float chamber 6, a substantially controlled pneumatic type of displacement pump is provided, since the throttling eifect of the float valve with respect to the pressure of fuel being discharged into the line 5 will throttle this fuel and the back pressure thereof will displace the piston 60 and consequently throttle the iiow of fuel through the valve passage 58. This, in turn, will throttle the ilow through the passageway 54, and consequently will tend to stall the pump. Stalling the pump stalls the motor which drives it. The pump will thus force only suii'icient fuel into the iioat chamber as required in accordance with the quantity of fuel being removed therefrom through the carburetor. Thus, the pump cannot discharge fuel to the float chamber any faster than the fuel is utilized in the operation of the engine.

The pump will thus be automatically opera-ted by its fluid pressure operated motor at a rate which will provide just the required amount of fuel and no more. By the partial throttling of the discharge, any desired delivery may be secured, this delivery being in accordance with the requirements of the engine, and thus the speed of operation of the pump is controlled by the amount of fuel which it is permittedto deliver.

Also the provision of a continuous priming supply for the pump, either by the use of engine suction to control the level of fuel within the pump, or by disposing the tank 3 in such manner as to feed the pump by gravity, provides that positive discharge of fuel to the float chamber of the carburetor will be had at all times that the system is in operation.

Referring now in detaiLto Figures 2, 3 and 8, which disclose the specific construction of a. preferred form of pump motor employed in the present invention, the tion similar to that of ,the pump, being mounted motor is of a c0nstruc-.

within a recessed chamber 10 formed in the upper end of the pump housing I4. The chamber 10 is closed by means of the cover plate 1|, which is secured to the housing I4 by means of cap screws 12.

As described in connection with the pump 46, the housing I4 is provided with an extending cylindrical portion, indicated at 13 in Figure 5, which forms a bearing chamber for the Ishaft 41 of the pump, and for the shaft 14 of the motor. The shaft 14 and theA shaft 41 may be suitably interlocked, as by means of the tongue and groove engagement indicated at 15, to provide conjoint rotation thereof, the shaft being preferably split in order that the motor structure may be inserted from the top of the housing I4, while Ythe pump structure may be'inserted from the bottom thereof.

The inlet I8 of the pump communicates with the inlet chamber 16 formed in the side wall of the motor chamber 10, and the fluid which is used for effecting rotation of the motor is drawn into this chamber 16 by means of suction effected at the outlet opening I6 of the motor, which outlet opening communicates with the outlet chamber 11 formed in the motor chamber 10. Suction produced in the chamber 11, and ahead of the vane 18 causes rotation of tle collar 19 which is secured in any desired manner to the shaft 14, and consequently causes rotation of the shaft. 'I'he collar 19 is provided with a plurality of 'radially movable vanes, indicated at 18, 80, 8| and 82, which are preferably actuated by means of springs in the same manner as described in connection with the pump shown in Figures 2 and Although suction effective at the outlet chamber 11 causes fluid to enter the inlet chamber 16, and effects rotation of the collar 19, this motor can be operated by pressure at the rear of the vane 18. By drawing air from the crank case of the motor, entrained oil particles, in the form of a mist or fog, will be drawn through the motor, and consequently will provide lubrication therefore, while also serving as a sealing means. The shaft 14 is provided with a groove, like the groove 49 on shaft 41, to permit flow into and out of the spaces back of vanes 18 of the motor. This groove and connected spaces forms a closed space which permits liquid toA circulate in and out of the spaces back of vanes 18 as the device operates. v

If desired, a pressure connection from the forced feed lubrication system may be employed to cause rotation of the motor, or any desired type of fluid pressure source, such as from a Water pump, air compressor or the like may be used, depending upon the particular internal combustion engine to which the system of the present invention is applied.

In Figure 9 is shown an embodiment wherein the motor is opened by oil from the oil pump |02 of the engine. The oil is delivered into opening I8 by means of a pipe |04 and returns from the outlet I6 through a pipe |06.

Thus, according to the preferred embodiment of the invention, I drive the pump by means of a fluid pressure motor operated by pressure differences created upon Arotation of the crank shaft. In this instance, suction of the engine effective through the line 8 and branch pipe I5 connected to the outlet I6 of the motor is utilized to provide for operation of the motor. Oil pressure or even water pressure may optionally be utilized in the same manner. By proportioning the effective areas of the motor element and the which leads to the threaded socket I3 above the ball check valve 32. In this embodiment, passageways are drilled within the housing I4, leading from a point adjacent the ball or check valve `32 and above the valve which this check valve controls to the outlet chamber 11 of the pump. Passageways 85, 88 and 81 arethus provided, drilled from the exterior of the housing I4, and providing `a closed path by means of the plug members 88, 89 and 9D. The suction effective in the intake manifold of the engine therefore produces both priming of the fuel pumpby maintaining the fuel level within the sump at a predeterminedpoint, and is also effective through the passageways 85, 86 and 81 to provide for operation of the motor driving the pump. Whether the branch pipe I5 is utilized, or the connection is made within the housing I4, as shown in Figure 8, is optional within the scope of the present invention. In cases where the operation of the motor is effected by fluid pressure Vsuch as oil pressure entering the inlet chamber 16, and clischarging throughthe outlet chamber 11 back to the crank case, the construction shown in Figure 3 is preferable. `v

It is also ycontemplated within the `present invention that the suction priming connection I3 and float valve 21 with or without the detachable sump 20 may be `employed with a mechanically driven pump of the diaphragm or other type. A fluid pressure drive is preferable because then the motor and pump run only so fast as is required to deliver the necessary fuel.

The sump 2D and suction pipe 2 form an inverted U-tube to the top of which the engine suction is adapted to be connected by the float valve 21.` The sump 28 forms one leg and provides a trap for liquid which forms a seal for the pump intake. A i Y e It is apparent that numerous modifications and changes may be embodiments of the present inventionwithout departing from the principles underlying rthe same, and I therefore do not intend to be limited to the specific details of construction shown and described, but only insofar as defined by the scope and spirit of the appended claims.

I claim: i

1. In a fuel supply system for raising fuel from a tank to the carburetor of an internal combustion engine, the combinationof a displacement pump having a pumping member adapted for continuous movement, said pump being constructed and arranged forelevating fuel under pressure, said pump having an inlet opening and a discharge opening, conduit means connecting the discharge opening with the carburetor, other conduit means connecting the inlet opening with the tank and means independent of said pump and connected to said other conduit means to raise fuel from said tank for delivery through said other conduit to said inlet opening.

2. In combination, a main supply tank, `a 'carburetor having a float actuated fuel delivery control valvea` pump having a. pumping member adapted for continuous movement, said `pump being positioned below said valve andl operable for raising fuel under pressure to the carburetor,

made in the various structural,`

a vacuum chamber having a vacuum connection and having a, liquid connection independent of said pump leading to the tank, and a float controlled shutoff for the vacuum connection, said pump having an intake communicating with the vacuum chamber below said vacuum connection. 4 3. In combination, a main supply tank, a carburetor having a float valve, a rotary fluid pressure operated motor, a rotary fuel pump driven by the motor, a closed sump in which the pump is disposed, a suction `connection from the sump to the tank, a delivery connection from the pump to the carburetor iioat valve and a vacuum connection leading to the top of the sump.

4. In combination, a main supply tank, a carburetor having a float valve, a rotary multivane motor, a rotary vane pump driven by the motor and disposed above the level of liquid in the tank and having its delivery connected to the carburetor through said oat valve and having its suction connected by a suction pipe to the tank, and a vacuum connection leading to the junction of said pump and said suction pipe.

5. In combination, a main supply tank, a carburetor having a float valve, a rotary multivane motor, a rotary vane pump having its delivery connected to the float valve and having its suction connected to the tank, and a pressure reducing valve in the delivery connection of the pump.,

to hold the delivery pressure below a value at which it would interferewith the operation of the float valve.

6. A fuel elevating device comprising in combination a cup shaped sump memberproviding a chamber, a head for closing the top of the sump member, a rotary motor encased in the head, said head having fluid pressure connections for said motor, said head having a casing depending therefrom into the chamber, a rotary pump in said depending casing, said pump having an intake opening `into the lower end of the chamber and having a delivery passageway extending through i head having fluid pressure connections for said4 motor, said head having a casing depending `therefrom into the chamber, a rotary pump in` said depending casing, said pump having an intake opening into the lower end ofthe chamber and `having a delivery` passageway extending through said head, a fioat controlled valve governing the outlet ofthe delivery passageway, a shaft connecting the motor and the pump, a liquid intake connection for the chamber having a passageway extending through said head, and a pressure regulating valve in said delivery passageway for holdingthe delivery pressure below a value at which it would interfere with the operation of the iioat valve.

8. A fuel elevatingdevice comprising in combination a sump member providing a chamber, a head for the sump member, a rotary motor encased in the head, said head having a fluid pressure connection for said motor, said head having a casing depending therefrom into the chamber, a rotary pump in said depending casing, said pump having an intake opening into the lower end of the chamber and having a delivery passageway extending through said head, a shaft connecting the motor and the pump, a liquid intake connection for the chamber having a passageway extending through said head, and a oat-controlled suction connection extending through said head into the top of the chamber.

9. A fuel elevating device comprising in combination a sumpgmember providing a chamber, a. head for the sump member, a rotary motor encased in the head, said head having Huid pressure connections for said motor, said head having a casing depending therefrom into the chamber, a rotary pump in said depending casing, said pump having an intake opening into the lower end of the chamber and having a delivery passageway extending through said head, a shaft connecting the motor and the pump, a liquid intake connection for the chamber having a passageway extending through said head, a iioat controlled suction connection extending through said head into the top of the chamber, and a check valve in said suction connection.

10. In combination, a direct connected uid pressure motor and, pump, means independent of pump suction for' priming the pump by suction applied to the intake of the pump, and a pressure reducing valve for controlling the discharge of the pump and thereby governing the speed of operation of the pump and motor.

11. In combination, a direct connected fluid pressure motor, a pump, a suction chamber extending above the intake of the pump and communicating therewith, a liquid admission connection to the chamber, a suction connection to the chamber independent of the pump, and a oat valve in the chamber controlling said suction connection.

12. In combination, a direct connected fluid pressure motor, a pump actuated by said motor, a suction chamber extending above the intake of the pump and communicating therewith, a liquid admission connection to the chamber, a suction connection to the chamber independent of the pump, a float valve in the chamber controlling sald suction connection, and a check valve in the suction connection to prevent the flow of fluid into the chamber through said suction connection.

13. In combination, a fluid pressure operated motor, a pump driven by said motor, said pump having an intake, an intake trap having a suction pipe, said trap communicating with the pump intake, a suction connection for the intake trap for priming the same, and a suction connection for the motor to operate the same.

14. In combination, a fluid pressure operated motor, a pump driven by said motor, said pump having an intake, an intake trap having a suction pipe, said trap communicating with the pump intake, a suction connection for the intake trap for priming the same, a suction connection for the motor to operate the same, and a valve for closing off said rst suction connection when the liquid has reached a predetermined level in said trap.

15. In combination for use with an internal combustion engine having an intake manifold and having an oil pump, a iluid pressure motor adapted to be operated by pressure of the oil delivered by said oil pump, a fuel pump actuated by said fluid pressure motor, an intake trap having a suction pipe, said fuel pump having an intake connected with the lower part of said trap, and a suction connection from said intake manifold to said trap to prime the same.

16. In combination for use with an internal combustion engine having an intake manifold and having an oil pump, a fluid pressure motor adapted to be operated by pressure of the oil delivered by said oil pump, a fuel pump actuated by said fluid pressure motor, an intake trap having a suction pipe, said fuel pump having an intake connected with the lower part of said trap, a suction connection from said intake manifold to said trap to prime the same, and a float valve in said trap for controlling said suction connection.

17. In combination for use with an internal combustion engine having an intake pipe, a fluid pressure operated motor operable by fluid pressure created by the engine, a fuel pump driven by said motor and an intake trap having a suction pipe for liquid fuel, and having a suction connection from said intake pipe for priming said trap, said pump having an intake connected with the lower part of said trap.

18. In combination for use with an internal combustion engine having an intake pipe, a iluid pressure operated motor operable by fluid pressure created by the engine, a fuel pump driven by said motor and an intake trap having a suction pipe for liquid fuel and having a suction connection from said intake pipe for priming said trap, said pump having an intake connected with the lower part of said trap, and a float controlled valve subject to the level of liquid in the trap for controlling said suction connection.

19. In combination for use in an internal combustion engine, a main tank for fuel, a chamber forming a sump, a pump having a movable part adapted for continuous movement operated by power derived from the engine for drawing liquid from the bottom of the sump, and a oat controlled vacuum connection for raising liquid from the main tank to the sump independently of the pump.

20. In combination for use with an internal combustion engine, a fuel supply tank, a rotary vane pump above the level of liquid in the tank, said pump being operated by power derived from the engine, a suction pipe extending from the tank to the intake of said pump, and a priming connection leading from a source of suction to the junction of the suction pipe and the intake of the pump.

21. In combination for use with an internal combustion engine, a fuel tank, a pump having a movable part adapted for continuous movement deriving its power from the engine, said pump having a suction port, an intake trap into the lower end of which the suction port opens,

a suction pipe extending from the tank to the upper end of the intake trap, and a vacuum connection for priming the trap, said vacuum connection opening into the trap at a level above that at which the suction port opens into the trap.

22. In combination for use with an internal combustion engine, a fuel tank, a pump having a movable part adapted for continuous movement operated by power derived from the engine, said pump having a suction port, a suction pipe extending from the tank into communication with said suction port of the pump, a vacuum connection communicating with the junction of said suction pipe` and said suction port, and a float controlled valve for` shutting off the vacuum connection when the fuel has been raised by said vacuum connection to a level above that of the suction port.

BURTON S. AIKMAN. 

